Side bearing for railway-cars



(No Model.)

J. C. WANDS.

SIDI: BEARING IOR RAILWAY CARS.

No. Y Patented Feb. 5, 1895.

Il. l lin. l Hmmmy UNITED STATES PATENT OFFICE.

JOHN C. `-WANDS, OF ST. LOUIS, MISSOURI.

SIDE BEARING FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 533,763, dated February5, 1895.

Application filed November 2l, 1894:. Serial No. 529|498. (No model.)

To all whom it may concern:

Be it known that I, JOHN C. VANDS, of the city of St. Louis, State ofMissouri, have invented certain new and useful Improvements in SideBearings for RailwayOars, of which the following is a full, clear, andexact description, reference being had to the accompanying drawings,forming a part hereof.

My invention relates to anti-friction sidebearings for railway cars, theobject of my invention being to provide means that will present a largerbearing surface than any of the devices now in use, without cutting,sawing or altering the bolster or transom in the present construction.

My invention consists in a series or nest of anti-friction rollerscarried by a rollerframe and operating directly upon the bearing-platethat is bolted to the top bolster, and various other novel features ofconstruction, combination and arrangement of parts, hereinafterdescribed and claimed.

In the drawings: Figure 1 is atop plan view of the top bolster of a cartruck, the same showing my invention applied thereto. Fig. 2 is a sideelevation of the bolsters of a ear truck, also a portion of the transomthat is fixed to the under side of the car body and my improvementinterposed between said transom and the top bolster. Fig. 3 is a topplan view of my complete invention. Fig. 4 is a side elevation thereof.Fig. 5 is a crosssectional view on the indicated line 5-5 of Fig. 8.Fig. 6 is a cross-sectional view taken approximately on the indicatedline 6 6 of Fig. 3. Figs. 7 and 8 are perspective views of the matingportions of a clamp of which I make use in carrying out my invention.Fig. 9 is a longitudinal sectional View taken approximately on theindicated. line 9--9 of Fig. 4.

Referring by numerals to the accompanying drawings, 1 indicates the topbolster of a car truck, and 2 the lower bolster, the same being of theordinary construction and having a coihspring 3 interposed between theirends. Securely bolted to the center and on top of the top bolster is thecenter-bearin g l of the usual form. The side-bearings, as contemplatedby my invention, occupy positions on the top surface of the top bolster1 and adjacent t-he ends thereof. As these side-bearings arecounterparts, but one will be described.

The segmental baseplate 5 has formed on both sides and near the topsthereof stops G, the purpose of which will be presently shown. Formedintegral with the lower portion of the base-plate are lugs 7, throughwhich pass bolts 8, thus rigidly securing said base-plates upon the topbolster. It may be here stated that the curvature of the segmentalbaseplate 5 is in conformity with a circle, having its center in thecenter of the bearing 4.

A segmental roller frame 9 is constructed with the sides 10 and ends 11,there being formed at the meeting corners of the sides 10 and ends 1ldownwardly pending lugs 12 which are adapted to strike or engage againstthe stops 6 on the segmental baseplate, thus restricting the movement ofthe segmental roller frame. Formed integral with the front side 10 ofthe segmental roller frame is a pair of ears 13, the purpose of whichwill be presently shown.

Formed on the inner surface of the sides 10 of the segmental rollerframe are vertical recesses 1a which are adapted to form bearings forthe ends of shafts 15 that carry antifriction rollers 16. These rollers16 are preferably nested or so alternated and located upon the shafts 15as that the periphery of each succeeding roller will overlap theperiphery Aof the adjacent roller, thus increasing the roller surfacewithout increasing the area required for the locating and positioning ofthe rollers.

In Fig. 2 Ihave shown a portion of the transom 17 that is rigidly fixedto the under side of the car body. To the under side of this transom 17is bolted a bearing-plate 1S that is adapted to ride directly upon theanti-friction rollers 16, the same extending a slight distance above thesegmental roller frame.

rl`he clamp shownin Figs. 7 and8 comprises mating portions 19 and 20,the same being` provided with integral lugs 2l, by means of which saidclamp is securely bolted to the top of the top bolster. The matinghalves 19 and 2O of this clamp have curved or segmental sides 22, thepart 19 being provided with a cap 23 that overlaps and engages againstthe top edge of the half 20. The rear end of the half 19 is providedwith a downwardly pend- IOC) ing lug 24 that engages in the recessformed in thetop surface of the top bolster 1. These mating halves 19and 20, when in position, clamp and hold ina rigidposition the rear endof a spring-bar 25, sai'ds'pring-bar 25 being more rmly fixed betweenthe mating halves of the clamp by a pin or rivet 2G passing through therear end of said spring-bar 25 and the rear ends of the mating halves ofthe clamp. By constructing the clamp with the curved or segmental sides,it will be seen how the rear end of the springbar 25 bears only at twopoints on the interior ot said clamp. The forward end of this spring-bar25 engages between the ears 13 on the segmental roller frame 9. y

in operation the spring-bar 25 allows the segmental roller framecarrying the nested rollers 1G to move freely in either direction.Should the car in rounding a curve tilt to one side, the outside of thecar body will leave the rollers 16, and simultaneous with their release,the spring will throw the segmental roller frame 9 carrying the rollersto the center of the truck-bolster ready to re-engage or receive thebearing-plate 18 on the under side of the transom 17, when the carrights itself upon the straight track. The advantage gained by nestingthe rollers is that the centers of said rollers are brought much nearerto each other than ordinary full length rollers used. In operation therollers travel different distances, the outside roller having to travela short distance farther than the inside roller. As each of the rollerswork independently of the other, they do not receive any torsionalstrain that would occur were solid full length rollers used.

Thus it will be seen how l have constructed an efficient and inexpensiveside bearing for railway cars.

What l claim ism 1. A side bearing for railway cars, havinganti-friction rollers nested or alternated a suitable frame for saidrollers, whereby they may be mounted between the top truck bol ster andthe transom of the car body and a spring for centering or bringing therollers to their normal position, substantially as herein specified.

2. A side bearing for railway cars, coinprising a segmental base-plate,a segmental roller frame operating above said segmental base-plate, aseries of nested or alternated rollers carried by the segmental rollerframe and bearing directly upon the segmental baseplate, and a spring,one end of which is interposed between two ears formed on the segmentalroller frame, the other end of which is secured in a clamp bolted to thetop bolster, the tendency of said spring being to position the rollerframe and rollers at a central point on the segmental baseplate.

3. The combination, with a car-truck, of a side-bearing` consisting oi'a segmental baseplate bolted to the top truck bolster, a bearing platebolted to the underside of the transom carried by the car body, asegmental roller frame operating between said bearing-plate andbase-plate, a spring adapted to normally hold the roller frame atacentral point on the segmental base-plate, and a series ot' nested oralternated rollers carried by said segmental roller frame and operatingbetween the bearing-plate and segmental base-plate.

it. A side-bearing for railway cars, comprising a smooth flat surfacedsegmental base-plate, asegmental roller frame operating above saidsegmental base-plate, a series of shafts carried by said roller frame,anti-friction rollers centrically mounted upon said shafts and bearingdirectly upon the segmental base-plate, and a spring, one end of whichis interposed between two ears formed on the segmental roller frame, theother end of which is secured in a clamp bolted to the top bolster, thetendency of said spring being to position the roller frame and rollersat a centralpoint on the segmental base-platei In testimony whereof laffix'. my signature in presence of two witnesses.

JOHN C. WANDS.

Vfitnesses:

E. E. LoNGAN, JNO. C. Hionon.

